Sapphire TV repair. The history of the creation of domestic radar systems radar sapphire

The main stages of the enterprise.

The history of "Phazotron" goes back to the years of the Great Patriotic War... After successfully repelling the first massive raid on Moscow on July 21, 1941 with the use of the Pegmatit radar (chief designer A. Slepushkin, his deputy V. Tikhomirov), the interest of the country's military command in radar increased sharply. It was decided to organize, since 1943, the serial production of the Pegmatit radar at the Moscow plant # 339 (the then name of Fazotron). At the same time, the plant began to produce the SCH-3 radar transponder (chief designer E. Genishta), and by the end of the war the aircraft radar "Gneiss-5S" (chief designer G. Sonnenshtral), created on the basis of the first domestic aircraft radar "Gneiss-2" (chief designer V. Tikhomirov). V. Tikhomirov laid the foundations of the national scientific school aviation radar. Since 1955, the chief designer G. Kunyavsky began to work at the plant, who created a number of radars ("Sokol", "Eagle", "Sapphire-23"), and since 1958 - the chief designer F. Volkov (radar "Smerch", " Smerch-A "," Sapphire-21 "). All this made it possible in 1962 on the basis of the plant and its design bureau to create the Research Institute of Apparatus Engineering (since 1969 - Research Institute of Radio Engineering).

In 1963, the institute formed a direction for the creation of an air-to-air RGS, headed by the chief designer, laureate of the State and Lenin Prize E. Genishta. The case of V. Tikhomirov, winner of the State Prize three times, was continued and developed by his students, who became the chief designers of the radar: F. Volkov, V. Grishin, A. Rastov, Yu. Kirpichev, G. Gribov. The whole line of work was headed by I. Hakobyan. The leading participant in the development of a number of radars (as their deputy chief designer) Yuri Guskov became the chief designer of the SUV-29M radar, in which many solutions used today in new radars were tested. Under the leadership of the general designer A. Kanaschenkov, the development of the first radar based on its own TTZ - "Kopyo" (chief designer Yu. Guskov) began. All the general and chief designers mentioned here for the development of new radars were awarded the title of laureates of Lenin and State awards and high government awards.

In the last 20 years, a new Phazotron school of development and manufacture of radar systems has actually been established under the leadership of General Designer A. Kanaschenkov (Yu. Guskov, V. Frantsev, I. Ryzhak, I. Tsivlin, O. Samarin, V. Babichev, A. Matyushin, V. Ratner, V. Kustov, V. Kurilkin, N. Gorkin, P. Kolodin, S. Loginov, S. Zaikin). A feature of the development of modern radars at the "Phazotron" was the creation of unified base radars and unified series of their component parts... Instead of creating radars according to the principle "for each type of aircraft - its own type of radar", now only one or two basic radars are being developed, which are adapted to each new aircraft (helicopter) (the antenna diameter corresponds to its midsection, the transmitter power corresponds to the available energy resources of the aircraft), the radar has open architecture and uses standard interfaces, which allows for subsequent upgrades by replacing individual units.

Over time, the place of the radar in the equipment of the aircraft has changed: from modest RPs - radio sights - (50s - 60s), they first turned into a radar sighting system (RLPK, 60s - 70s), then into an armament control system (SUV, 70s - 80s) and, finally, into the armament and defense control system (SUVO, this term was born and put into circulation by Phazotron in the 90s). The SUVO, in addition to the SUV, which ensures the attack of targets by the aircraft, also includes means of defense against an attack on it. In fact, the on-board radar system is now the intellectual center of the combat vehicle, organizing the work of its on-board radio-electronic complex (REC). The radar and today remains the only on-board electronic system that makes contact with one or more targets at long ranges, day and night, in any weather conditions. Having received flight and navigation information from other on-board systems, it is capable of solving the most complex intellectual tasks of choosing the most dangerous target and the type of weapon required to defeat it. The first single-frequency impulse radar "Sokol" was intended to control the fire of the fighter's small arms and cannon weapons against air targets.

In the future, additional control tasks appeared, as well as anti-jamming (radars "Orel", "Orel-D", "Smerch", "Sapfir-21"). Later, such radars became two-channel in frequency, which significantly increased their noise immunity ("Smerch-A2"). Further, the developers were given the most difficult task of hitting targets against the background of the earth. Its solution went in two directions: the development of impulse coherent radars with a selection of moving targets (SDTs) - ("Sapphire-23" and "Sapphire-25"); development of a radar with a quasi-continuous signal, digital filtering and information processing using an on-board digital computer; the use of antennas that allow operating simultaneously on several targets (the SUV-29 radar with a Cassegrain antenna for the MiG-29, the SUV-27 radar for the Su-27 and the SUV-31 radar with a passive phased antenna array).

The modern Fazotron radars are multifunctional, coherent, pulse-Doppler, multi-mode stations capable of controlling all types of aircraft armaments (or giving them target designation), which strikes air, as well as land and sea targets. They also fulfill Information Support flight at low altitudes with obstacle avoidance.

based on materials from the museum.

Self-repair of a black and white TV Sapphire 23TB-307. I recently got such a TV - it stood for 10 years in the garage without turning on at all, since it broke down, as the owner of this device said. And I decided to repair it and use it as a personal 3rd TV in the house. , studied and began to recover. First of all, I unrolled the TV and inspected it - the boards were covered with dust, so I moistened a cloth and cotton wool with solvent and began to clean and scrub everything.

When the dust was removed, he began to clean the same lowercase, from the soldering side, as some clever guy filled it with varnish mixed with glue. Turned on: there is sound, but the screen does not light up. Began to look more closely for faults. The first was that the tube of the picture tube had oxidized. I cleaned it and plugged it in - there was a glow at the kinescope. By the way, the heat of this model is 12 volts. It's not usual that this TV warms up for about a minute - well, nothing, let's wait :) Then I began to pick a line scan and a quenching cascade, since on the 1st output of the kinescope leg from the voltages indicated in the diagram, it turned out to be 0.

Soon a non-working kt940b transistor was found, replaced it, since I have a hundred of them. You can find it on color cards, for example, in Soviet TVs, and in general, such TVs easier for those repair that it is transistor and all parts are in stock. You can also check everything with an ordinary multimeter.

Let's go further. In the line scan, 2 diodes burned out - this is kd522b. APCHF. At the duty cycle regulator, the engine went off and oxidized - it was also cleaned. In the frame scan, the cd522b diode, which supplied a signal to the base of the transistor at the multivibrator, behaved somehow strange - to see it was broken, and passed the current in both directions. Replaced it too.

Capacitor c40 - 1 microfarad, lost half of its capacity, replaced it with a new one. Oddly enough, this capacitor was the only one that lost capacity. Although it is known that Soviet electrolytes often dry out. Here they were all alive :)

I wiped all trimmers with solvent and twisted to restore contact. I checked it again and turned it on ... the picture is terrible on the screen, I began to tune the trimmers and external regulators at the back and front, the task is not easy, since you turn 1 regulator - you also need to adjust the second, and so in turn, a little at a time.

After 20 minutes of operation, I set up the unit. The kinescope has slightly lost its brightness over the years, probably 70% has already been removed, but sometimes it’s just something to see! Perhaps some will consider restoring the performance of such old devices unjustified, but for training this is what you need. It is on such devices that one needs to gain experience, after all, do not take on the plasma right away? The repair was carried out by Comrade redmoon with the support of the site site and the help of radio amateurs ear, bvz, Bor.

Discuss the article SAPPHIRE TV REPAIR

The television receiver of the black-and-white image "Sapphire-23TB-307 / D" has been producing the Ryazan television plant since 1991. "" Sapphire 23TB-307 / D "" is a small-sized portable transistor television with integrated circuits. A TV with the index "D" was produced with an installed UHF channel selector of the SK-D-24 range. A TV without an index was produced without a selector, but with the ability to install it. The TV uses a 23LK13B-2 kinescope with a screen diagonal of 23 cm and a beam deflection angle of 90 °. The TV set provides reception of television broadcasts on any of the 12 channels of the MB range and on any of the channels from 21 to 60 in the UHF range; listening to sound on headphones when the loudspeaker is off. AGC provides a stable image. The influence of interference is minimal with the help of AFC and F. Raemer of the image 140x183 mm. The sensitivity of the image channel in the MB range is 40 µV, UHF - 70 µV. Horizontal resolution 350 lines. The nominal output power of the soundtrack channel is 0.2 W. The range of reproducible frequencies is 400 ... 3550 Hz. The supply voltage at which the TV operates: from the network 198 ... 242 V, from an autonomous source 12.5 ... 15.8 V. Power consumption from the network is 30 W, from an autonomous source of 20 W. Dimensions of the TV 250x350x230 mm. Weight 5.5 kg.

Photos by Alexei Lifanov, Moscow.

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Today it is difficult to imagine an airliner or a combat aircraft without an airborne radar station (BRLS). The capabilities of the currently existing stations seem fantastic. But the history of practical radar is relatively short - about 70 years.

During the war

During World War II, radars appeared in the armament of the aviation of both our allies and our opponents. Just before the start of the Great Patriotic War, they appeared here. In the early 1940s, locators of the "Gneiss" family were created at NII-20 of the People's Commissariat for Electrical Industry.

Station "Gneiss-2" had a mass of 122.5 kg. She could detect targets at a distance of 3.5-4.5 km, and its maximum height combat use ranged from 3500 to 4500 m. An operator was required to work with it, since the pilot could not simultaneously control both the aircraft and the locator. Despite the shortcomings, experts noted that the creation of such equipment is a great achievement of Soviet radio engineering, giving the country a powerful new weapon for the air defense system.

However, it was not enough to develop equipment. It was still necessary to work out the tactics of its combat use. This task had to be solved in combat conditions in 1942-1943. in the Moscow air defense zone, near Stalingrad and Leningrad on Pe-2 and Pe-3 aircraft. The results turned out to be very encouraging, and in June 1943, Gneiss-2 was put into service, and the "hero of the occasion" - NII-20 - was obliged to start serial production of these stations.

In addition to "Gneiss-2" during the war years, a PNB station was developed, which was modestly deciphered as "Night battle device". The radar showed a maximum detection range of 3-5 km. In general, its characteristics were similar to those of the Gneiss-2, and in some respects it surpassed it.

At the end of the Great Patriotic War, a more advanced station "Gneiss-5" appeared. It weighed 30 kg less and detected targets already at a distance of up to 7 km at an altitude of 8000 m.In addition, starting from a distance to the target of 1.5 km, the pilot could independently launch an attack using a duplicate indicator installed in his cockpit (the operator had the main one) ...

The era of jet aircraft

After the war, the development of jet aircraft began. For high-speed fighters of the new generation, fundamentally different radars were required, more reliable, with a greater target detection range. This task was assigned to NII-17. Here, in the summer of 1947, they began to create the Torii radar station, and at the beginning of 1949, an even more advanced station, called the Korshun.

Alas, "Thorium-A" did not justify the hopes placed on it. The detection range of the Tu-4 at viewing angles other than 0 ° -10 ° averaged 5-6 km, and when the interceptor exited strictly in the direction of the target, it increased to 9 km. The sighting part of the locator did not give the required aiming and synchronization accuracy, and also showed low accuracy in solving the aerial shooting problem.

State tests of the second station - "Korshun" - also did not bring desired result... Unlike the "Thoriy-A", the "Korshun" station had a lower mass - 128 kg versus 205.3 kg, but its characteristics were also far from the required ones: the range of primary detection of the Tu-4 at viewing angles from 0 ° to 5 ° was about 8.5 km, and the range of stable detection is 6 km. The effectiveness of firing with the Korshun station in the absence of visibility and at night was 6-7 times lower than firing with optical sight ASP-ZN in the afternoon visible target.

At the same time, the Korshun radar showed better targeting data at state tests than the Torii-A station. Therefore, the state commission, despite a number of shortcomings, considered it expedient to order an experimental batch from the industry for conducting military tests.

The Izumrud station, developed at NII-17, was fundamentally different from the Thorium-A and Korshun. It had in its composition not one, but two antennas - a survey and an aiming one. Its weight was 121.2 kg. The detection range of the Tu-4 bomber (in the tail) is 11 km at night, 7.7 km in the daytime, and the Il-28 (in the tail) at night - 8.4 km, during the day - 5.6 km, while it is within the zone the review practically did not depend on the angle.

"Izumrud" passed state tests. The simplicity and clarity of the indication, the presence of an electronic artificial horizon line on the overview indicator for the first time made it possible to use the radar on a single-seat jet fighter when piloting an aircraft using instruments. The effectiveness of shooting with the "Izumrud" approached the effectiveness of shooting with the ASP-ZN sight at a visible target during the day. Undoubtedly, this was a great achievement for the domestic industry.

It can be said that Emerald opened the way for equipping air defense aviation with a qualitatively new means of fighting an air enemy - interceptor fighters capable of operating regardless of visibility conditions, both day and night. In June 1953 g. radar station RP-1 "Izumrud" was put into service.

For two-seat interceptor fighters at NII-17, from January 1951, a more powerful Sokol radar was developed. It had a mass of 512.4 kg and was supposed to detect Tu-4 class bombers at a range of up to 30 km. "Falcon" favorably differed from "Izumrud" by the ability to intercept air targets at low altitudes and a greater detection range. The sighting part of the radar was also more perfect, which made it possible to conduct both accompanying and defensive fire at large heading angles. In 1955, the Sokol radar station was put into service.

Thus, in the second half of the 1950s, it was possible to achieve reliable protection of the USSR airspace with cannon fighter-interceptors.

Increase Application Height

But at this time, new weapons systems began to enter the arena - guided missiles (UR), which made it possible to significantly expand the capabilities of fighters to intercept an air enemy in conditions of increasing flight speeds and altitudes. To work with the SD, new radar stations were required.

The first attempt under the working code K-5 was a system developed at KB-1 of the Ministry of Arms. It consisted of the Izumrud-2 radar, coupled with the ASP-ZN sight, and K-5 missiles. Guidance of missiles at the target was carried out by the "three points" method along the equal-signal line formed by the radar beam.

Tests of the K-5 system took place in 1953-1956. They showed high efficiency of UR firing at single bombers at altitudes from 5000 to 10000 m at ranges of 2-3 km into the rear hemisphere at an angle of 0/4 at a carrier speed of 850-1000 km / h. Experts recommended it for adoption by the Air Force and air defense fighter aircraft as a combat weapon.

In those years, aviation progressed very quickly, and it soon became obvious that it was necessary to increase the altitude of combat use to 15,000 m and the range of aimed fire to 2.5-3.5 km. In 1956, two MiG-19PM fighter-interceptors were built at the Gorky aircraft plant for testing the modernized K-5M. The aircraft equipped the Izumrud-2 radar, coupled with the ASP-5N sight, and four launchers for K-5M missiles.

In the late 1950s, in KB-1, under the leadership of chief designer A.A. Kolosov developed radar TsD-30 for promising interceptor fighters. The station was made in the form of a compact monoblock and was intended to be placed in the central body of the air intake. Radar antenna closed with a radio-transparent cone. The mass of the CD-30 was 163 kg. New station was intended to work with the K-51 guided weapon system, the maximum height of combat use of which was 18,000-20000 m.

The locator turned out to be so successful that it was possible to "fit" it into the new aircraft of A.I. Mikoyan - E-7, which later became widely known under the name MiG-21PF. The radar made it possible to detect Tu-16 bombers at a range of 17-20 km, and Il-28 - 14-17 km and provided semi-automatic target acquisition and automatic tracking. The height of the combat use was in the range of 4000-20000 m.

The improved S-21 weapon system allowed expanding the combat capabilities of the MiG-21 interceptor fighters. It was based on the Sapphire-21 radar, created at NII-339 (now the Fazotron-NIIR Corporation). The station had a larger mass and dimensions than that of the RP-21, but it was also structurally carried out in the form of a container, due to which the aerodynamic qualities of the aircraft were not disturbed.

The MiG-21S fighter-interceptor equipped with the Sapfir-21 radar was successfully tested and was put into service in September 1967. The new station was named RP-22S. She had a mass of 220 kg, but showed significantly better parameters in the range of detection and acquisition of targets, the best immunity from active and passive interference. Its detection range was 6-9 km, and its capture range was 4-6 km. The height of the combat use was in the range of 500-25000 m.

Further development

A significant step forward was the creation of the C-23 weapons control system for the front-line fighter-interceptor of the third generation MiG-23 with a variable geometry wing. "Sapphire-23" ensured the detection and tracking of air targets not only on colliding courses and in the rear hemisphere, but also against the background of the earth.

The next step was "Sapphire-2ZL". The lettering, the beam mark on the indicator was introduced from it, and the stability of operation in the SDC mode was ensured. The minimum altitude for combat use was 500 m.

In 1972, the Sapphire-23D appeared, which was better than its predecessor in 11 more parameters. The Sapfir-23D-Sh radar had a mass of 550 kg and ensured detection of a Tu-16 bomber at a range of 46 km, and its capture at a range of 35 km. The range of altitudes for combat use lay in the range from 50 m to 22,000 m. In terms of its tactical and technical parameters, the radar reached the level of world systems of a similar purpose, and surpassed them in a number of parameters.

Since 1977, MiG-2ZM / 1A front-line interceptor fighters have been produced with the improved Sapfir-2ZMLA (N003) station, coupled with the ASP-17ML sight. Also, on the basis of this radar, a variant was developed for the MiG-23P (23-14) air defense fighter-interceptor, in which the station (I006) was mated with the ASP-23DTSMP sight and the onboard guidance system "Raduga-Bort-MB".

The last version of the station was the Sapfir-2ZMLA-2 (N008) radar, which was installed on the modified MiG-23MLD.

In conclusion, it should be noted that the Sapfir-23MLA radar turned out to be so successful that a more advanced Sapfir-25 (N005) radar for the MiG-25PD high-altitude fighter-interceptor was later developed on its basis.

In addition, at the first stage of the creation of the light front-line fighter MiG-29, it was also planned to use the Sapfir radar. But for the aircraft, it was nevertheless considered more expedient to develop a new locator.

This word is understandable without translation anywhere in the world - just like "satellite" or "Kalashnikov". These legendary fighters have always lived up to their swift name, having distinguished themselves in all the wars of the USSR. The high-altitude high-speed MiG-3s, on which our air defense was held at the beginning of the Great Patriotic War, reliably defended Moscow from German raids. The magnificent MiG-15s cleared the Korean skies of Flying Fortresses, burying US hopes of winning a nuclear war. The famous MiG-21 shot down American Phantoms over Vietnam and Israeli Mirages over the Golan Heights. The whole history of the OKB im. AI Mikoyan is a chronicle of records, achievements and victories: the first domestic jet aircraft Mig-9; the world's first serial supersonic MiG-19; the revolutionary MiG-23 for its time with variable wing geometry; the swift MiG-25, the first among production vehicles to reach a speed of 3000 km / h; super-maneuverable MiG-29, rightfully considered one of the best fighters of the fourth generation, "the dream of any pilot" ... Mikoyan's contribution to the space victories of the USSR is less known, and it was under his leadership that artificial earth satellites and the top-secret manned aerospace plane "Spiral" were created, which has no equal.

Removing the secrecy label, this book restores the true history of the MiG for three quarters of a century. This is the best creative biography of the great aircraft designer and his legendary design bureau, which has become the pride of the domestic aviation industry.

As mentioned in the previous book, in 1963, the MiG-21PF was equipped with an experimental Sapfir-21 radar sight, created at NPO Fazatron and designated RP-22S in serial production.

The Sapphire-21 station had significant advantages over its predecessor. Monopulse direction finding method, logarithmic reception in combination with the side lobe compensation channel ensured its high protection against active and passive interference. Managed to significantly reduce the altitude of combat use and simplify the conditions for the pilot to detect and lock targets.

Retaining the same scanning angles as that of the TsD-30 (RP-21), the detection range of bomber-type targets increased by one and a half times and reached 30 km. At the same time, the target tracking range was increased from 10 to 15 km.

If the pilot of the interceptor aircraft equipped with the TsD-30 station, having launched the RS-2-US missile, was forced to accompany it until it hit the target, then the Sapfir-21 radar only "illuminated" the enemy, providing the R-3R missile with a semi-active radar GOS itself determine the trajectory of movement. At the same time, the accuracy of shooting at ground targets has increased.

The new radar provided in any meteorological conditions the search and detection of air targets in the front hemisphere, identification of nationality, target selection, capture and tracking, bringing the aircraft to the aiming curve, calculation and indication of zones of possible launches of R-3S and R-3R missiles, dangerous zones rapprochement and the formation of commands "start allowed" and "lapel". In addition, the radar, in conjunction with the ASP-PF-21 optical sight, made it possible to conduct aimed fire at air and ground targets from cannons and unguided aircraft missiles (NAR). By and large, the Sapfir-21 radar has turned into a radio-controlled weapon system.

Front-line fighter MiG-21S with radar "Sapphire"

Government decree establishing new system armament was signed in the spring of 1962 and this work was given a little over three years. At the same time, Vympel was instructed to develop a K-13M air-to-air missile with a thermal seeker and an increased firing range.

Structurally, the RP-22S equipment is made in the form of a container that does not go beyond the contours of the fighter's airframe.

Factory flight tests of the prototype aircraft, designated MiG-21S, began at the end of 1963. Development of both the Saphir and the guided missiles dragged on and ended when the fire of the Vietnam War was raging. Perhaps this circumstance was the main reason for the launch of the interceptor into mass production, without waiting for the end of its state tests.

Unlike the MiG-21PF, in addition to the Sapfir-21 radar, the MiG-21S was equipped with a larger overhead fuel tank, and two more weapons suspension units were added under the wing, borrowing them from the MiG-21R. Now the fighter could carry two R-3S and R-3R missiles simultaneously. In addition, the suspension of unguided rockets and bombs in various combinations was allowed, depending on the task at hand. On the same nodes, two additional fuel tanks (not counting the ventral) could be suspended. As on the MiG-21PFM, under the fuselage there was a GP-9 gondola with a GSh-23 double-barreled cannon, designed for close maneuvering combat and destruction of ground targets.

Although, compared to its predecessor, the MiG-21S was noticeably heavier, it was still equipped with an engine. True, they provided for the replacement of the turbojet engine with a more powerful two-shaft R13-300 with a margin of gas-dynamic stability increased by one and a half times. The Р13-300 was distinguished not only by increased reliability, but also by ease of maintenance, a wide stepless range of "afterburner" modes with a smooth change in thrust.

Not only flight and navigation equipment has been updated, but also special equipment. For example, instead of a roll autopilot, a full-fledged AP-155 was installed, which made it possible not only to maintain the position of the machine relative to three axes, but also to bring it to horizontal flight from any position with subsequent stabilization of the altitude and course. The SPO-10 station warned of enemy radar irradiation, and the mirrors in the cockpit improved the view of the rear hemisphere.

The ejection seat KM-1 ensured the rescue of the pilot in the entire range of speeds and altitudes of combat use, including takeoff and landing. The reinforced front strut and the increased base of the shock absorber rod of the main landing gear, the protection of a number of nodes and connections from contamination, as well as the external sealing of the fuselage hatches ensured the mass operation of aircraft from poorly prepared unpaved airfields. The introduction of more advanced means of ground handling of the aircraft significantly reduced its preparation for a second flight.

In 1965, Gorkovsky aircraft factory released the first 25 production cars. Following the MiG-21S, the MiG-21SM appeared with an R13-300 engine and an integrated GSh-23L cannon (similar to the MiG-21M export aircraft) with a gas compensator to reduce the diving moment when firing.

In addition, it was allowed to mount multi-lock beam holders for 100 kg bombs and UB-32 blocks with S-5 projectiles on internal suspensions.

In connection with the installation of the GSh-23L, the configuration of the second fuel tank was changed, and the suspension of an 800-liter tank was allowed under the fuselage, and the distance from it to the ground remained the same. In the cockpit, side-view mirrors were preserved, and on the wingtips - radomes for the antennas of the SPO-10 station, which notified and warned of radar exposure from other aircraft.

Flight tests of the MiG-21SM began in 1967, and the following year, Plant No. 21 produced the first 30 production vehicles.

The only case I know of using the MiG-21SM in air combat dates back to November 28, 1973. On that day, the deputy squadron commander, Captain G.N. Eliseev, who took off on alarm, destroyed a Turkish military plane. Circumstances developed in such a way that the intruder plane was leaving towards the border, and there was no time to use weapons. There was only one, tested back in the First World War, the Russian method of suppressing the flight of a foreigner - a ram. December 14, Captain G.N. Eliseev was posthumously awarded the title of Hero Soviet Union, but the country learned the details of this feat almost twenty years later.

In 1975, on one MiG-21SM, the wing profile was modified, replacing the rounded nose of the leading edge with a sharp one. Studies have shown a noticeable improvement in flight characteristics, but it was not possible to introduce this innovation into mass production for a number of reasons.